JP2018100082A - Satellite positioning based vehicle control system and control method therefor - Google Patents

Abstract

A vehicle control system using a satellite positioning system capable of providing control according to the positioning accuracy of the satellite positioning system is provided. A system for detecting inaccuracies in a GNSS receiver or GPS receiver mounted on a vehicle includes a GNSS receiver or GPS receiver, a unit for determining an average position and a standard deviation, an inaccuracy determining unit, and And a vehicle control device. The GNSS receiver or the GPS receiver receives a signal indicating the current position of the vehicle. The unit for determining the average position and the standard deviation determines the average of the vehicle position and the standard deviation. The inaccuracy determination unit determines whether the standard deviation is greater than a standard deviation threshold. The vehicle control device adjusts the safety application of one main vehicle or subordinate vehicle when the standard deviation is greater than the standard deviation threshold. [Selection] Figure 2

Description

  The present disclosure relates to a control system for a vehicle using a satellite positioning system and a control method for a control system for a vehicle using a satellite positioning system, and relates to a narrow area communication (DSRC) system, and a global network satellite systems, particularly in an urban environment. (GNSS) and detecting inaccuracies in the data provided by Global Positioning Systems (GPS).

  This section discloses background art related to the invention, but it is not disclosed as known prior art.

  Safety technology utilizing communication between vehicles and between vehicles and stationary facilities (these are collectively referred to as V2X) is from at least one remote other vehicle (subordinate vehicle), Relying on receiving a message to the host vehicle (main vehicle) via a narrow area communication (DSRC) system. The relationship between the host vehicle and other vehicles may change. Stationary facilities mean stations installed in buildings on the ground. DSRC technology is a global network satellite systems in addition to basic safety messages (BSM) that are periodically sent by the vehicle including current vehicle position, position accuracy, speed, direction, brake status, and other vehicle information. (GNSS) and Global Positioning Systems (GPS). The speed of the vehicle is also called the vehicle speed. With V2X technology, the vehicle can improve safety by knowing more about other vehicles in the vicinity.

US Pat. No. 4,837,700

  GNSS receivers and GPS receivers seek to obtain a certain level of accuracy, and often seek it in a scenic environment. For example, in a vantage point environment, GNSS and GPS receivers achieve measurement accuracy within at least 1.5 meters (m). However, GNSS receivers and GPS receivers are often found in urban valleys, such as cities with high buildings, due to poor view and high multi-wave propagation frequency (RF) signal environment. Loss accuracy. Unfortunately, information provided from GNSS and GPS receivers that are expected to exhibit a certain level of accuracy does not necessarily provide an actual, accurate indication of the current situation. Some parameters used to provide the accuracy of GNSS and GPS in the National Marine Electronics Association (NMEA) 0183 standard are Precision information (Horizontal dilation of precision-HD). Degradation of accuracy (vertical dilution of precision)-VDOP, Degradation of position accuracy (position of displacement-PDOP), Elliptic evaluation information error, and Latitude / Longitude error estimation It includes a worsening of error estimations. In some situations, GNSS and GPS devices report “accuracy” and “accuracy” values that suggest that location accuracy is better than actual accuracy.

  Therefore, it is necessary to deal with accuracy issues in the GNSS system and the GPS system. Improved security can be achieved by ensuring that all V2X devices have an accurate understanding of the current GNSS accuracy and GPS accuracy in a given situation.

  One object of this disclosure is to provide a vehicle control system that uses a satellite positioning system that can provide control according to the positioning accuracy of a satellite positioning system called GNSS or GPS.

  This section gives an overview of the disclosure, but is not a comprehensive disclosure of its full scope or all its features. According to this disclosure, a control system for a vehicle using a satellite positioning system (a control system for a vehicle using satellite positioning) and a control method for a vehicle control system using a satellite positioning system (a control method for a control system for a vehicle using satellite positioning) ) Is provided. In the following description, GNSS and / or GPS names are used as some typical examples of satellite positioning systems.

  The vehicle control system for satellite positioning uses a satellite positioning system receiver for receiving a satellite positioning signal indicating the current position of the vehicle, receives the current position of the vehicle from the receiver, and standard deviation of the position of the vehicle. A first determining unit that determines the position, an inaccurate determining unit that determines whether or not the standard deviation of the position is greater than the standard deviation threshold, and if the standard deviation of the position is greater than the standard deviation threshold, And a vehicle control device for adjusting one safety application.

  The control method of the vehicle control system for satellite positioning uses the first determination unit for determining the standard deviation of the position of the vehicle to determine the standard deviation of the vehicle position, and the inaccuracy determination unit determines the standard deviation of the position as follows: Determining whether it is greater than the standard deviation threshold, and adjusting the safety application of the host vehicle or other vehicle by the vehicle controller if the standard deviation of the position is greater than the standard deviation threshold.

  A system for detecting an inaccuracy of a GNSS receiver or a GPS receiver in a vehicle includes a GNSS receiver or a GPS receiver, an average position standard deviation determination unit (first determination unit), an inaccuracy determination unit, and vehicle control. Have the device. The GNSS receiver or the GPS receiver receives a signal from the GNSS or GPS indicating the current position of the vehicle. The average position standard deviation determination unit (first determination unit) receives the current position of the vehicle from the GNSS receiver or the GPS receiver. And determine the average position of the vehicle and the standard deviation of the position of the vehicle. The inaccuracy determination unit determines whether or not the standard deviation of the position is larger than the standard deviation threshold. If the standard deviation of the position is greater than the standard deviation threshold, the vehicle control device adjusts the safety application of the host vehicle or one of the other vehicles. The adjustment of the safety application is also the adjustment of the safety function. Adjustment of the safety application is provided by adjustment of the program. Program adjustment can be provided by various methods such as changing constants or coefficients, changing subroutines, activating or deactivating programs, and the like.

  The system receives a plurality of signals from GNSS or GPS and the vehicle's CAN, and from these signals, determines the current position of the vehicle and the current speed of the vehicle. Part) may further be included.

  The system further includes a narrow-area communication system provided in the vehicle, in communication with the inaccuracy determining unit, and updating a basic safety message sent to another vehicle when the standard deviation of the position is larger than the standard deviation threshold. Can do.

  The system may further comprise a narrow-area communication system that is provided in the vehicle and that communicates with the narrow-area communication system of the other vehicle in order to transmit a basic safety message having an updated position accuracy field.

  The system may further comprise a narrow-area communication system that is provided in the vehicle and communicates with the inaccuracy determiner and the vehicle controller to indicate when the position standard deviation is greater than the individual usage threshold.

  The system may further comprise a vehicle controller that stops the application, decreases the confidence value, or activates the safety sensor if the standard deviation of the position is greater than the regional usage threshold.

  A method for detecting an inaccuracy of a GNSS receiver or a GPS receiver includes: determining an average position and a standard deviation of a vehicle position by an average position standard deviation determining unit (first determining unit); To determine whether the standard deviation of the position is greater than the standard deviation threshold, and if the standard deviation of the position is greater than the standard deviation threshold, the vehicle controller adjusts the safety application of the vehicle or other vehicles To have.

  The method may further include determining the current latitude of the vehicle, the current longitude of the vehicle, and the current elevation of the vehicle by a current speed position determination unit (second determination unit). The current latitude, current longitude, and current elevation are determined based on a plurality of signals received from the GNSS receiver or GPS receiver.

  The method can further include determining a current speed of the vehicle based on a signal received from the network of vehicles. One example of a vehicle network is a control network (CAN).

  The method can include determining whether the vehicle is moving based on whether the current speed is greater than zero by a determining unit that determines the current speed of the vehicle.

  The method may further include determining whether the previous speed of the vehicle is greater than zero by a determination unit that determines the current speed of the vehicle.

  The method may further include setting the standard deviation of the position to 0 when the front speed of the vehicle is greater than 0 by the first determination unit.

  The method may further include determining, by the first determining unit, the standard deviation of the updated position using the current position if the previous speed is greater than zero.

  The method may further include determining, by the first determining unit, whether the vehicle is in an urban environment based on a distance driven since the vehicle was last stopped or a time driven. .

  The method may further include resetting the standard deviation of the position to 0 when the vehicle is in an urban environment by the first determination unit.

  The method may further include determining an updated position accuracy field if the position standard deviation is greater than the standard deviation threshold by the narrow area communication system.

  The method further includes transmitting a basic safety message including a current position of the vehicle, a current speed of the vehicle, and an updated position accuracy field to the narrow area communication system of the other vehicle by the narrow area communication system. be able to.

  The method may further include adjusting utilization of the current position and current speed of the vehicle based on the updated position accuracy field by other vehicles.

  The method may further include determining, by the vehicle controller, whether the standard deviation of the position is greater than the regional usage threshold.

  The method can further include stopping the application, reducing the confidence value, or activating the safety sensor if the standard deviation of the location is greater than the regional usage threshold.

  The fields to which this invention can be applied will become apparent from the disclosure herein. The descriptions and specific examples in the summary of the present invention are intended only for the purposes of giving specific descriptions, and are not intended to limit the technical scope of the present invention.

  The drawings described herein are only for illustrating selected embodiments and do not represent all practical possibilities. The drawings described herein are not intended to limit the scope of the invention. Corresponding reference characters indicate corresponding parts throughout the several views.

FIG. 1A is an illustration of a vehicle including a system for inaccurate detection of a GNSS receiver and / or a GPS receiver according to this teaching. FIG. 1B is a diagram of several vehicles having a system for inaccurate detection of GNSS receivers and / or GPS receivers in a city environment according to this teaching and a DSRC system. FIG. 2 shows a block diagram of a system for inaccurate detection of a GNSS receiver and / or GPS receiver according to this teaching. FIG. 3 shows a flowchart for a method for determining the standard deviation of the position of a vehicle according to this teaching. FIG. 4 shows a flowchart for a method for reporting the accuracy or inaccuracy of a vehicle GNSS receiver and / or GPS receiver according to this teaching.

  A plurality of embodiments will be described with reference to the drawings. In embodiments, functionally and / or structurally corresponding parts and / or associated parts may be assigned the same reference signs or reference signs that differ by more than a hundred. For the corresponding parts and / or associated parts, the description of other embodiments can be referred to.

  Hereinafter, a plurality of embodiments of the invention will be described in detail with reference to the drawings.

  In FIG. 1A, a vehicle with V2X safety technology is shown. In the illustrated embodiment, the vehicle 10, i.e., main vehicle or originating vehicle, has a DSRC system 20 having a GNSS receiver 24 and / or a GPS receiver 28 and a GNSS and GPS inaccuracy detection system 32. Yes.

  The satellite positioning system receiver is provided, for example, by a GNSS receiver 24 and / or a GPS receiver 28, which receives a satellite positioning signal indicative of the current position of the vehicle. The DSRC system 20 includes a plurality of stations equipped with a V2X system. The plurality of stations includes a plurality of mobile stations that are a plurality of vehicles separated from each other. The plurality of stations include a fixed station that is at least one stationary facility. A plurality of vehicles that are separated from each other may each have an equivalent functional element. In addition, a plurality of vehicles that are separated from each other may include a vehicle that provides a main function in the system and a vehicle that depends on the vehicle. In the following description, the terms “main vehicle” and “subordinate vehicle” are used for convenience. The main vehicle and the subordinate vehicle belong to a plurality of vehicles separated from each other. The main vehicle is also called the own vehicle. The subordinate vehicle is also called another vehicle. With regard to message transmission / reception, the main vehicle may be a transmission vehicle and the subordinate vehicle may be a reception vehicle. Further, with regard to message transmission / reception, the main vehicle may be a receiving vehicle and the subordinate vehicle may be a transmitting vehicle.

  The DSRC system 20 can, for example, provide early warning of accidents and signals representing driving hazards between a plurality of remote vehicles equipped with a V2X system and / or a station of a stationary facility equipped with a V2X system. May be configured to transmit to and receive from. Additionally, the DSRC system 20 may determine whether the vehicle 10 is currently based on communications with a plurality of remote vehicles equipped with a V2X system and / or with a plurality of stationary facility stations equipped with a V2X system. And future location calculations may be configured to anticipate future accidents and future operational hazards.

  The DSRC system 20 may be configured to improve the fuel efficiency of the vehicle 10. The DSRC system 20 may be configured to communicate the timing of traffic signals to the user of the vehicle 10, thereby enabling the user to optimize fuel efficiency and practice time-saving driving. To do. As an example, the DSRC system 20 may determine the traffic signal and information regarding how long he or she has before the traffic signal changes from a red signal to a blue signal, a green signal to a yellow signal, or a yellow signal to a red signal. It may be configured to replace and alert the user. As another example, the DSRC system 20 may instruct the user to operate the vehicle at a predetermined speed to avoid stopping at a red light on the traffic route.

  The DSRC system 20 relies on the Global Network Satellite Systems (GNSS) 36 and / or the Global Positioning Systems (GPS) 40 and is periodically transmitted by other vehicles and / or stationary facilities, In addition to basic safety message (BSM) communication, including speed, direction, braking status, and other information on the vehicle and / or stationary facility, communication with GNSS receiver 24 and / or GPS receiver 28 (information Exchange. With V2X technology, multiple vehicles can improve safety by knowing more about the surrounding, other vehicles and stationary facilities.

  The DSRC system 20 may communicate with other vehicles or stationary facilities equipped with a V2X system through the use of a 75 MHz band around a 5.9 GHz signal. All elements of the DSRC system 20 may be located at one or multiple locations on the vehicle roof. Alternatively, some of the elements may be located inside the vehicle 10. In some embodiments, the DSRC system 20 is illustrated as being placed on the roof of the vehicle 10, but the DSRC system 20 and any or all of the elements are , The rear portion and the side portion may be arranged at any position.

  In FIG. 1B, a plurality of vehicles and stationary facilities (ground buildings) with V2X safety technology are shown. In the illustrated embodiment, a plurality of vehicles or a plurality of vehicles 10-1, 10-2, 10-3 that are separated from each other are equipped with DSRC systems 20-1, 20-2, 20-3, respectively. . The plurality of vehicles are collectively referred to as the vehicle 10. The plurality of DSRC systems are collectively referred to as a DSRC system 20. The plurality of stationary facilities 44-1, 44-2,... 44-10 may or may not include a DSRC system. These are collectively referred to as a stationary facility 44. For example, a portion of the stationary facility 44 may include DSRC systems 20-4, 20-5, ... 20-7. These DSRC systems 20-4, 20-5, ... 20-7 are included in the DSRC system 20 described above. The DSRC system 20 is in both a range in which radio waves can be transmitted and received (LOS: line-of-sight) and a range in which radio waves cannot be transmitted and received (NLOS: non-line-of-sight). Thus, the DSRC system 20 of the vehicle 10 and the stationary facility 44 can be used to warn and drive even if there are blindfolds by vehicles in between, blind corners, or other stationary facilities beside the road. Can communicate the dangers above. As indicated by the dashed circle in FIG. 1B, the DSRC signal from each of the plurality of DSRC systems 20 is illustrated as radiating out by a circular pattern.

  In some situations, the effective range of the DSRC signal around the vehicle 10 or the stationary facility 44 may be non-circular. Accordingly, the effective connection range between the vehicle 10 and the stationary facility 44 may be reduced in a certain direction, which may eventually harm the delivery of alarms and warnings. For example, the connection range is the shape of the car body and the blindfold by the curved roof; the presence or absence of metal, non-metal, and / or glass in the car body; the blindfold of the roof by a rack, bag, luggage storage, etc .; the size and position of the antenna And may be degraded or reduced based on interference from other radio antenna elements such as LTE / radio telephones; and weak cover below the horizontal plane of the vehicle. However, these factors can be attributed to the implementation of dual-chain transmission (Tx) and diversity reception (Rx); in addition to antenna elements located on glass, headliner, plastic, and / or roof, Antenna elements placed on other surfaces of the vehicle; additional amplifiers in the transmit and receive paths; or may be mitigated by low loss radio frequency cabling that connects the antenna to a selective amplifier or DSRC radio is there.

  Further, in urban environments with many multipath radio frequency (RF) signal environments, such as illustrated in FIG. The accuracy of reading GNSS 36 and GPS 40 signals in GNSS receiver 24 and / or GPS receiver 28 in DSRC system 20 at stationary facility 44 may be compromised.

  In FIG. 2, the GNSS and GPS inaccuracy detection system 32 detects when the GNSS or GPS device of the vehicle is not as accurate as expected, such as a city or urban environment as depicted in FIG. 1B. To do. The DSRC system 20 in the vehicle 10 can use this information to adapt the safety application of the vehicle 10 as such and propagate the degraded accuracy value to the surrounding DSRC system 20.

  The GNSS and GPS inaccuracy detection system 32 has an average position standard deviation determination unit 48, a current speed position determination unit 52, and an inaccuracy determination unit 56.

  The average position standard deviation determination unit 48 is also referred to as a first determination unit 48 or a determination unit 48 that determines the average position and standard deviation. The first determination unit 48 determines at least a standard deviation of the position of the vehicle. The current speed position determination unit 52 is also referred to as a second determination unit 52 or a determination unit 52 that determines the current speed and the current position. The second determination unit 52 determines at least the current speed of the vehicle. The current speed is available as the previous speed after the computation cycle. The current speed may be given by the position of multiple vehicles. The current speed may be given from a vehicle speed sensor via a network of vehicles. The inaccuracy determination unit 56 is also referred to as an inaccuracy determination unit 56 or a determination unit 56 that determines whether or not the accuracy of the position has deteriorated so as to be called inaccuracy. The average position obtained from a plurality of positioning values and the standard deviation of the position obtained from the plurality of positioning values indicate the accuracy of positioning. These are one of the statistical indicators for evaluating the dispersion of positioning values. When the dispersion of the positioning values is small, the position accuracy by the satellite positioning system is high. On the contrary, when the variation of the positioning value is large, it can be evaluated that the position accuracy by the satellite positioning system is low. Such accuracy varies with a variety of factors.

  The second determination unit 52 can receive a plurality of signals from the GPS receiver 28, the GNSS receiver 24, and a network (control area network: CAN) 60 in the vehicle. The GPS receiver 28 provides a signal indicating the vehicle position and time based on communication with the GPS 40 of the GPS receiver 28, and the GNSS receiver 24 is based on communication with the GNSS 36 of the GNSS receiver 24. And a signal indicating the time of day can be provided. The second determination unit 52 can receive the updated value of the new position from the GPS receiver 28 and / or the GNSS receiver 24 every 10 hertz (Hz) or 100 milliseconds (ms). It should be noted that the updated value of the new position can be received at any rate. The position signals transmitted by the GPS receiver 28 and / or the GNSS receiver 24 are the position coordinates of the vehicle 10 when the position coordinates of latitude, longitude and height and the position coordinates of latitude, longitude and height are determined. Includes time. The CAN 60 is a network mounted on the vehicle 10 and can provide various vehicle information such as vehicle speed, accelerator pedal position, brake pedal position, and steering wheel position.

  The second determination unit 52 for determining the current speed and current position of the vehicle is used to determine the current speed and current position of the vehicle 10, that is, the main vehicle. Information received from 60 can be used. For example, the second determination unit 52 may determine a vehicle position based on latitude, longitude, and altitude coordinates for the vehicle 10 sent by the GPS receiver 28 and / or the GNSS receiver 24. The second determination unit 52 determines the vehicle speed based on the calculation of the position change and the time difference (that is, the position change / time difference (Δposition / Δtime)) of the two transmission values of the coordinates based on the latitude, longitude, and altitude for the vehicle 10. Alternatively, the second determination unit 52 may determine the vehicle speed from the vehicle speed signal sent by the CAN 60.

  The second determination unit 52 can communicate with the first determination unit 48. For example, the second determination unit 52 transmits a signal indicating the current position and speed of the vehicle 10 to the first determination unit 48. The first determination unit 48 compares the current position and speed of the vehicle 10 with a predefined threshold value (for example, 0) in order to determine whether or not the vehicle is currently moving. For example, the first determination unit 48 determines whether or not the current vehicle speed is greater than 0 (zero). A current vehicle speed equal to 0 (or not greater than 0) indicates that the vehicle is stopped (not moving). A current vehicle speed greater than 0 indicates that the vehicle is currently moving.

  The first determination unit 48 holds the speed and position data (including the determined time) sent from the second determination unit 52. The first determination unit 48 compares the previous vehicle position and speed data with predefined thresholds in order to determine whether the vehicle was parked or moved before (at the previous computation timing). To do. For example, a previous vehicle speed equal to 0 (or not greater than 0) indicates that the vehicle has stopped before (not moved). A vehicle speed before 0 that is greater than 0 indicates that the vehicle has moved forward.

  The first determination unit 48 further determines the time that the vehicle is stopped or the time that the vehicle is moving. When the vehicle speed is continuously greater than 0, the first determination unit 48 determines the distance or time that the vehicle has been driven since the vehicle started to move from all position and speed readings from the second determination unit 52. Calculate That is, the first determination unit 48 determines whether the vehicle is in an urban environment based on the distance driven since the vehicle was last stopped or the driving time. When the vehicle speed is not continuously higher than 0 (or when the vehicle speed is equal to 0), the first determination unit 48 stops the vehicle from all position and speed readings from the second determination unit 52. Calculate time.

  The first determination unit 48 compares the driven distance or the time that the vehicle has continued to move with a predetermined distance or time threshold, and determines whether the driven distance or the time that the vehicle has started to move is in the urban environment. It is determined whether or not a predetermined distance or time threshold indicating whether or not the vehicle has exited (whether or not) has been exceeded is determined. By way of example only, the threshold for driving distance may be in the range of 800 meters (m) and 0.5 miles (MILE), and the travel time threshold is 60 seconds (s) and 2 minutes ( min). The driving distance threshold is set to 800 meters (m) -0.5 miles (MILE), and the travel time threshold is set to 60 seconds (s) -2 minutes (min), respectively These thresholds can be set individually for different urban environments or different cities, and may be any thresholds that indicate that the vehicle 10 would have exited the urban environment. Furthermore, the first determination unit 48 that determines the average position and the standard deviation may use a threshold value of one or both of distance and time in order to determine whether or not the vehicle 10 has exited the urban environment. .

  The first determination unit 48 that determines the average position and the standard deviation further determines the average position of the position of the vehicle 10 and the standard deviation of the position of the vehicle 10. The average position is an average value of the received samples of all vehicle positions obtained during a preset period. For example, the first determination unit 48 reads the vehicle position reading value received during the period when the vehicle 10 is stopped (or during the time when the vehicle speed (vehicle speed) is not greater than 0). The average position of the vehicle 10 is determined.

  Standard deviation is a determination as a variation in position from a group of samples at a position obtained during a preset period. For example, the first determination unit 48 determines the standard deviation of the position of the vehicle 10 during the time when the vehicle is stopped. The standard deviation formula is the square root of the average value of a plurality of sample values at the position of the vehicle during a preset period and the average value of the square of the deviation from each sample value. ).

ここにおいて、σは、標準偏差であり、Ｎは予め設定された期間の間中に得られた位置のサンプルの合計数であり、ｘiは予め設定された期間の間中に得られた位置のサンプルの個別値であり、μは予め設定された期間の間中に得られた位置のサンプルの平均値である。

Where σ is the standard deviation, N is the total number of position samples obtained during a preset period, and xi is the position of the position obtained during a preset period. It is the individual value of the sample, and μ is the average value of the sample at the position obtained during the preset period.

  The first determination unit 48 communicates with the inaccuracy determination unit 56. For example, the first determination unit 48 sends a signal indicating the average position and the standard deviation of the position to the inaccuracy determination unit 56. The inaccuracy determination unit 56 determines whether the inaccuracy is in the data of the GNSS receiver 24 and / or the GPS receiver 28. For example, the inaccuracy determination unit 56 compares the standard deviation of the main vehicle 10 received from the first determination unit 48 with a preset threshold value. The predetermined threshold value of the standard deviation may be set equal to 0.00001 as an example. The standard deviation threshold may be set to 0.00001, but this threshold may be set individually for different urban environments, or for different latitudes, different longitudes, and different elevations. Accordingly, the threshold for standard deviation may be set to any threshold that indicates that the inaccuracy is in the GNSS receiver 24 data and / or the GPS receiver 28 data. A standard deviation greater than the standard deviation threshold indicates that the inaccuracy is in the GNSS receiver 24 data and / or the GPS receiver 28 data, while being smaller than or equal to the standard deviation threshold (ie, the standard deviation). A standard deviation (not greater than the threshold) indicates that there is no inaccuracy in the GNSS receiver 24 data and / or the GPS receiver 28 data.

  The inaccuracy determination unit 56 communicates with the DSRC system 20 of the main vehicle 10. For example, the inaccuracy determination unit 56 may transmit a signal indicating whether or not the deteriorated accuracy is in the data of the GNSS receiver 24 and / or the GPS receiver 28. For example, if the inaccuracy determination unit 56 determines that the standard deviation is greater than the standard deviation threshold, the inaccuracy determination unit 56 indicates that the inaccuracy is in the data of the GNSS receiver 24 and / or the GPS receiver 28. The signal may be sent to the DSRC system 20 of the host vehicle 10. If the inaccuracy determiner 56 determines that the standard deviation is less than or equal to the standard deviation threshold (i.e., not greater than the standard deviation threshold), the inaccuracy determiner 56 may determine whether the inaccuracy is GNSS receiver 24 and / or A signal indicating that there is no data in the GPS receiver 28 may be sent to the DSRC system 20 of the host vehicle 10.

  Based on the signal received from the inaccurate determination unit 56, the DSRC system 20 of the host vehicle is directed to the DSRC systems 20-1, 20-2, 20-3 such as other vehicles 10-1, 10-2, 10-3. The BSM may be transmitted. For example, if the inaccuracy determination unit 56 determines that the inaccuracy is in the data of the GNSS receiver 24 and / or the GPS receiver 28, the DSRC system 20 of the own vehicle in step 212 determines that the GNSS receiver 24 and / or The location accuracy field in the BSM is updated to indicate the degraded accuracy in the GPS receiver 28 data. For example, the BSM may be updated using the following equation (2).

ここにおいて、ＤＡＭは、劣化量を示す指標（Ｄｅｇｒａｄｅｄ Ａｃｃｕｒａｃｙ Ｍｅｔｅｒｓ）、ＰｏｓＡｃｃｕｒａｃｙは衛星測位システムから他の従来方式によって直接得られた位置精度、ＰｏｓＳｔｄＤｅｖは自車両の標準偏差、ＫＳｔｄＤｅｖ_Ｔｈｏｌｄは標準偏差閾値、Ｃ＝１５００００、Ｍ＝１である。

Here, DAM is an index indicating the amount of degradation (Degraded Accuracy Meters), Pos Accuracy is the position accuracy obtained directly from the satellite positioning system by another conventional method, PosStdDev is the standard deviation of the own vehicle, KStdDev_Told is the standard deviation threshold, C = 150,000 and M = 1.

  Once the position accuracy field of the BSM is updated, the DSRC system 20 of the main vehicle 10 is transferred to the DSRC systems 20-1, 20-2, 20-3, etc. of a plurality of subordinate vehicles by V2X communication. Send the BSM. The normal interval for BSM transmission by V2X communication is 10 Hz, but any interval may be used.

  If the inaccuracy determiner 56 determines that the inaccuracy is not in the data of the GNSS receiver 24 and / or the GPS receiver 28, the DSRC system 20 of the host vehicle does not update to any position accuracy field, At the interval, the next BSM is transmitted to the DSRC systems 20-1, 20-2, 20-3, etc. of other vehicles by the V2X method.

  The DSRC systems 20-1, 20-2, 20-3, etc. of subordinate vehicles (other vehicles) that have processed the BSM message transmitted by the V2X method are the positions of the main vehicle (own vehicle) by the subordinate vehicles (other vehicles). Adjust the use of precision as such. For example, the dependent vehicle DSRC systems 20-1, 20-2, 20-3, etc. can cease systems or functions that depend on the position of the main vehicle, and the dependent vehicle DSRC systems 20-1, 20 -2 and 20-3 etc. may depend on other sensors that can determine the position of the main vehicle and / or DSRC systems 20-1, 20-2 and 20-3 etc. of subordinate vehicles Can apply a reduced confidence level in calculations utilizing the position of the main vehicle.

  The DSRC system 20 of the host vehicle 10 further communicates with the control device 64 in the host vehicle 10. The control device 64 of the host vehicle 10 determines whether the standard deviation of the host vehicle is within an acceptable error level for the function of the host vehicle. For example, the control device 64 may compare the standard deviation of the main vehicle with the regional usage threshold. As an example, the regional usage threshold may be set equal to 0.00001. The regional usage threshold is 0.00001, but this threshold may be set individually for different urban environments, or for different latitudes, different longitudes, and different elevations. Regional usage thresholds can reflect the likelihood of inaccuracies in different regions. Thus, the regional usage threshold may be set to any threshold that indicates that the GNSS receiver 24 data and / or the GPS receiver 28 data is inaccurate. Standard deviations that are greater than the regional usage threshold may result in GNSS receiver 24 data and / or GPS receiver 28 data, and GNSS receiver 24 data and / or GPS receiver 28 data for usage functions in a particular region. Indicates that there is an unacceptable inaccuracy that cannot be considered accurate at all. A standard deviation that is less than or equal to the local usage threshold (ie not greater than the local usage threshold) is inaccurate in the data of the GNSS receiver 24 and / or the GPS receiver 28 with respect to the local usage threshold. GNSS receiver 24 data and / or GPS receiver 28 data indicate acceptable inaccuracy so that it can be considered reliable or accurate.

  Based on the determination of whether the data of the GNSS receiver 24 of the host vehicle 10 and / or the data of the GPS receiver 28 is considered accurate, the controller 64 may Thus, the operation of the safety application in the area may be adjusted. If the data of the GNSS receiver 24 of the host vehicle 10 and / or the data of the GPS receiver 28 are considered accurate, the safety application in the area (for example, frontal collision warning (FCW), blind spot warning (BSW) only) , Or lane change warning (LCW)) is operated in the normal mode. When the data of the GNSS receiver 24 and / or the data of the GPS receiver 28 of the host vehicle 10 are considered to be inaccurate or have an unacceptable level of degraded accuracy, the control device 64 performs countermeasure control. Start up. In countermeasure control, the control device 64 may stop an application that requires high position accuracy so as to generate fewer warnings. For example, a frontal collision warning (FCW), blind spot warning (BSW), or lane change warning (LCW) requires high position accuracy to function effectively, and stops if position accuracy is insufficient It should be. Alternatively, in countermeasure control, the controller 64 may reduce confidence in any detected state for safety and may rely on additional safety sensors during a degraded position accuracy state.

  In FIG. 3, a flowchart illustrating an embodiment of a method 100 for determining inaccuracies in a GNSS receiver and / or a GPS receiver by determining the standard deviation of the position is shown. A method 100 for determining the inaccuracy of a GNSS receiver and / or a GPS receiver is when the vehicle is stopped and the position of the vehicle within the GNSS receiver and / or the GPS receiver is floating or moving. Moreover, it is based on the knowledge that the position accuracy of the GNSS receiver and / or the GPS receiver is poor. Therefore, it is believed that there is a large standard deviation between the position reported by the GNSS receiver and / or the GPS receiver and the actual position. The average position and standard deviation received by the GNSS receiver and / or the GPS receiver are determined as position sample values (statistical position data) received while the vehicle is parked, which is the vehicle moving Used as an inaccuracy of the GNSS receiver and / or GPS receiver during the running period. Method 100 begins at step 104.

  In step 108, the GNSS and GPS inaccuracy detection system (vehicle control system utilizing a satellite positioning system) 32 receives new position samples from the GNSS receiver 24 and / or the GPS receiver 28. The GNSS and GPS inaccuracy detection system 32 can receive new position updates every 10 hertz (Hz) or 100 milliseconds (ms), and may receive new position updates at any rate. The GNSS and GPS inaccuracy detection system 32 receives latitude, longitude, and elevation for each new location update for the vehicle 10. The method 100 is applied separately for each new latitude, longitude and elevation sample, and the new latitude average position and standard deviation, the new longitude average position and standard deviation, and the new elevation average position and standard. A deviation is provided for each new position update for the vehicle 10.

  In step 112, the GNSS and GPS inaccuracy detection system 32 receives the current vehicle speed from the CAN 60 and determines whether the current vehicle speed is greater than zero. A current vehicle speed equal to 0 (or not greater than 0) indicates that the vehicle is stopped (not moving). A current vehicle speed greater than 0 indicates that the vehicle is currently moving.

  If the current vehicle speed is equal to 0 (ie, the vehicle is stopped), the GNSS and GPS inaccuracy detection system 32 determines at step 116 whether the previous vehicle speed was greater than zero. The process is repeatedly executed in a predetermined calculation cycle, and “previous vehicle speed” may indicate a value that is one calculation cycle old. The GNSS and GPS inaccuracy detection system 32 updates and receives the current vehicle speed every 10 Hz or 100 ms, but the new current vehicle speed may be received at any rate. The GNSS and GPS inaccuracy detection system 32 stores each current vehicle speed received for use in the method 100 as the previous vehicle speed. A previous vehicle speed equal to 0 (or not greater than 0) indicates that the vehicle was previously stopped (not moving). A vehicle speed before 0 greater than 0 indicates that the vehicle was moving before.

  In step 116, if the previous vehicle speed is greater than zero (the vehicle was moving forward), in step 120, the GNSS and GPS inaccuracy detection system 32 resets the average position and standard deviation to zero. The average position is an average value of all received vehicle position samples obtained while the vehicle 10 is stopped. The average position is reset to 0 each time the vehicle 10 stops after moving forward. The standard deviation is a statistical index indicating variation obtained from a plurality of sample values of the position of the vehicle determined while the vehicle 10 is stopped. The standard deviation is calculated as the square root of the average value of a plurality of sample values and the average value of the square of the deviation from each sample value. The standard deviation is reset to 0 each time the vehicle 10 stops after moving forward, like the average position.

  In step 116, if the previous vehicle speed is equal to zero (or not greater than zero, i.e., the vehicle has been parked before), then in step 124, the GNSS and GPS inaccuracy detection system 32 determines the average position and standard deviation. Update. Again, the average position is the average of all received vehicle position samples obtained while the vehicle 10 was stopped. The standard deviation is a statistical index indicating variation obtained from a plurality of sample values of the position of the vehicle determined while the vehicle 10 is stopped. The standard deviation is calculated as the square root of the average value of a plurality of sample values and the average value of the square of the deviation from each sample value. Each time the vehicle 10 stops after moving forward, the average position and the standard deviation c are reset to zero. Therefore, the updated average position and standard deviation in step 124 are the average position and standard deviation of the vehicle since the vehicle stopped. Furthermore, the updated standard deviation determined in step 124 is also an inaccuracy of the GNSS receiver and / or the GPS receiver.

  In step 128, the first determiner 48 of the GNSS and GPS inaccuracy detection system 32 calculates the standard deviation (ie, GNSS receiver and / or GPS receiver inaccuracy) GNSS for use in the V2X function. And to the inaccuracy determination unit 56 of the inaccuracy detection system 32 of GPS. The use of standard deviation in the V2X function is described in detail in FIG. When the average position and the standard deviation are reset to 0 in step 120, the first determination unit 48 sends the standard deviation as 0 to the inaccuracy determination unit 56. In step 124, if the GNSS and GPS inaccuracy detection system 32 updates the average position and the standard deviation, the first determiner 48 determines to the inaccurate determiner 56 the most recently calculated standard deviation (ie, GNSS receiver and (Or GPS receiver inaccurate).

  Thereafter, the method 100 returns to step. The GNSS and GPS inaccuracy detection system 32 also receives new position samples from the GNSS receiver 24 and / or the GPS receiver 28.

  In step 112, if the current vehicle speed is greater than zero (ie, the vehicle is moving), then in step 132, the GNSS and GPS inaccuracy detection system 32 determines the distance driven or the vehicle has started moving. It is determined whether the time exceeds a predetermined distance or time threshold. By way of example only, the threshold for driving distance may be in the range of 800 meters (m) and 0.5 miles (MILE), and the travel time threshold is 60 seconds (s) and 2 minutes ( min). The driving distance threshold is set to 800 meters (m) -0.5 miles (MILE), and the travel time threshold is set to 60 seconds (s) -2 minutes (min), respectively These thresholds can be set individually for different urban environments or different cities, and may be any thresholds that indicate that the vehicle 10 would have exited the urban environment. Further, the method 100 may utilize a distance and / or time threshold to determine whether the vehicle 10 has exited the urban environment.

  If the driven distance or travel time exceeds a predetermined distance or time threshold, at step 136, the GNSS and GPS inaccuracy detection system 32 resets the average position and standard deviation to zero. As previously described, the average position is the average value of the received samples of all vehicle positions obtained while the vehicle 10 is stationary. The average position is reset to 0 each time the vehicle 10 is driven a distance and / or time greater than a predetermined distance and / or time threshold. The standard deviation is a statistical index obtained from a plurality of sample values of the vehicle position determined while the vehicle 10 is stopped. The standard deviation is calculated as the square root of the average value of a plurality of sample values and the average value of the square of the deviation from each sample value. However, the standard deviation, like the average position, is reset to 0 each time the vehicle 10 is driven a distance and / or time greater than a predetermined distance and / or time threshold.

  In step 140, if the driven distance or time traveled is less than or equal to (i.e., does not exceed) the predetermined distance or time threshold, the GNSS and GPS inaccuracy detection system 32 may provide a GNSS receiver and / or GPS. The most recently calculated average position and standard deviation are used as indicators of receiver inaccuracy. Thus, the average position and standard deviation when the vehicle is stationary until the vehicle is driven for a threshold distance or threshold time is determined in step 140 as a GNSS receiver and / or GPS reception while the vehicle is moving. Used as an indicator of machine inaccuracy. Thereafter, in step 136, the average position and standard deviation are reset to zero.

  In step 128, the first determiner 48 that determines the average position and standard deviation is used for the V2X function (further described with respect to FIG. 4) for the standard deviation (ie, GNSS receiver and / or GPS receiver). Is sent to the inaccuracy determination unit 56 of the GNSS and GPS inaccuracy detection system 32. When the average position and the standard deviation are reset to 0 in step 136, the first determining unit 48 sends the standard deviation as 0 to the inaccurate determining unit 56, and the GNSS receiver and / or the GPS receiver that is the satellite positioning system is transmitted. Indicates inaccuracy. In step 140, if the GNSS and GPS inaccuracy detection system 32 uses the most recently calculated average position and standard deviation, the first determination unit 48 determines the most recent calculated standard deviation to the inaccuracy determination unit 56. (Ie GNSS receiver and / or GPS receiver inaccuracy).

  Thereafter, the method 100 returns to step. The GNSS and GPS inaccuracy detection system 32 also receives new position samples from the GNSS receiver 24 and / or the GPS receiver 28.

  In FIG. 4, a flow chart illustrates an embodiment of a method 200 that utilizes GNSS and / or GPS inaccuracies in V2X functionality. As noted above, if a different vehicle system that utilizes the V2X feature is inaccurately aware of the data in the GNSS receiver 24 and / or GPS receiver 28, the vehicle system may disable the system or otherwise Countermeasures may be implemented that rely on sensors or apply a reduced confidence level in the calculation. Method 200 begins at step 204 upon receiving a standard deviation (or GNSS receiver and / or GPS receiver inaccuracy) from first determiner 48 of method 100 (FIG. 3).

  In step 208, the inaccuracy determination unit 56 determines whether or not the standard deviation of the main vehicle received from the first determination unit 48 of FIG. 3 is greater than a predetermined threshold value. It is determined whether the standard deviation of the position of the main vehicle> the desired threshold. The threshold is a desirable threshold when reporting position accuracy to the subordinate vehicle via the V2X basic safety message. By way of example only, the predetermined threshold for the standard deviation may be set equal to 0.00001. The standard deviation threshold may be 0.00001, but the threshold may be set individually for different urban environments, or for different latitudes, different longitudes, and different elevations. The threshold allows to reflect the likelihood of inaccuracies in different regions. Accordingly, the threshold for standard deviation may be set to any threshold that indicates that the inaccuracy is in the GNSS receiver 24 data and / or the GPS receiver 28 data. A standard deviation greater than the standard deviation threshold indicates that the inaccuracy is in the data of the GNSS receiver 24 and / or the GPS receiver 28, while being smaller than or equal to the standard deviation threshold (ie, greater than the standard deviation threshold). A standard deviation (not large) indicates that there is no inaccuracy in the GNSS receiver 24 and / or GPS receiver 28 data.

  In step 208, if the vehicle's standard deviation is greater than a predetermined threshold, the vehicle's DSRC system 20 may use the BSM to indicate degraded accuracy in the GNSS receiver 24 and / or GPS receiver 28 in step 212. Update the position accuracy field in the. For example, the BSM may be updated using the following equation (3):

ここにおいて、ＤＡＭは、劣化量を示す指標（Ｄｅｇｒａｄｅｄ Ａｃｃｕｒａｃｙ Ｍｅｔｅｒｓ）、ＰｏｓＡｃｃｕｒａｃｙは衛星測位システムから他の従来方式によって直接得られた位置精度、ＰｏｓＳｔｄＤｅｖは自車両の標準偏差、ＫＳｔｄＤｅｖＴｈｏｌｄは標準偏差閾値、Ｃは精度の劣化ファクター、Ｍは精度定数の最小値である。異なるアプリケーション、環境、あるいは製造条件に基づいて、定数ＣおよびＭは変わっていてもよいが、例えば、Ｃ＝１５００００、Ｍ＝１に設定することができる。

Here, DAM is an index indicating the amount of deterioration (Degraded Accuracy Meters), Pos Accuracy is the position accuracy obtained directly from the satellite positioning system by another conventional method, PosStdDev is the standard deviation of the host vehicle, KStdDevTold is the standard deviation threshold, Is a deterioration factor of accuracy, and M is the minimum value of the accuracy constant. The constants C and M may vary based on different applications, environments, or manufacturing conditions, but can be set to C = 150,000, M = 1, for example.

  Once the position accuracy field of the BSM is updated, in step 216, the next BSM is sent to the other vehicle (RV) by the V2X method at regular intervals. The normal interval for BSM transmission by V2X communication is 10 Hz, but any interval may be used. In step 208, if the standard deviation of the vehicle is less than or equal to the standard deviation threshold (ie not greater than the standard deviation threshold), then in step 216, the next BSM is at regular intervals without updating the position accuracy field. It is transmitted to a plurality of other vehicles by the V2X method.

  In step 220, the other vehicles process the BSM message transmitted by the V2X method in step 216. Further, the plurality of other vehicles can adjust the use of the position of the own vehicle according to them. For example, a plurality of other vehicles may stop a system or function depending on the position of the own vehicle, a plurality of other vehicles may depend on other sensors to determine the position of the own vehicle, And / or several other vehicles may reduce the reliability value in the calculation which actualizes the position of the own vehicle.

  In step 224, the control device 64 of the host vehicle determines whether or not the standard deviation of the host vehicle is greater than the regional use threshold. As an example, the regional usage threshold may be set equal to 0.00001. The regional usage threshold may be 0.00001, but this threshold may be set individually for different urban environments, or for different latitudes, different longitudes, and different elevations. Regional usage thresholds can reflect the likelihood of inaccuracies in different regions. Thus, the regional usage threshold can be set to any threshold that indicates that the inaccuracy is in the GNSS receiver 24 and / or GPS receiver 28 data. A standard deviation greater than the local usage threshold indicates that inaccuracies are present in the receiver 24 and / or GPS receiver 28 data, while being smaller than or equal to the local usage threshold (ie, local A standard deviation (not greater than the utilization threshold) indicates that there is no inaccuracy in the GNSS receiver 24 and / or GPS receiver 28 data.

  In step 224, if the standard deviation of the host vehicle (main vehicle) is larger than the regional use threshold, the control device 64 of the host vehicle is operated in step 228 to operate under the degraded position accuracy state. Adjust safety applications. This stage stops applications that require high position accuracy to issue fewer false alarms, or reduces confidence in the detected safe state throughout the degraded position accuracy state, and additionally Reliance on a safe sensor can be included. Thereafter, the method 200 ends at step 232.

  In step 224, if the standard deviation of the vehicle is less than or equal to the regional usage threshold (ie not greater than the regional usage threshold), then in step 236, all local safety applications are operated in normal mode. Thereafter, the method 200 ends at step 232.

  Accordingly, this disclosure provides a system and method for detecting when a GNSS device or GPS device of a vehicle is less accurate than expected in a city or urban environment. The DSRC system 20 in the vehicle 10 can use this information to adapt the safety application of the vehicle 10 as such and propagate the degraded accuracy value to the surrounding DSRC system 20. In a given situation, improved safety can be achieved by ensuring that all V2X devices have an accurate understanding of current GNSS and GPS accuracy.

  The illustrated embodiments are provided so that this disclosure will be thorough and so that this disclosure will fully convey the technical scope to those skilled in the art. Numerous specific details, such as illustrations of specific components, devices, and methods, are set forth in order to provide a thorough understanding of the embodiments of this disclosure. Certain details may not need to be employed, the illustrated embodiments can be implemented in a number of different forms, and nothing should be construed to limit the scope of the disclosure This will be apparent to those skilled in the art. In some illustrated embodiments, well-known methods, well-known device structures, and well-known techniques are not described in detail.

  The terminology used herein is for the purpose of describing particular exemplary embodiments only and is not intended to be limiting. As used herein, unless the context clearly indicates otherwise, a single word is intended to include the plural. The terms “comprising”, “having”, “including”, “having” are inclusive and thus describe the presence of the described feature, integer, step, operation, element, and / or component, but one or It does not exclude the addition or presence of multiple other features, integers, steps, operations, elements, parts, and / or combinations thereof. The steps, processes, and operations of the methods described herein are not to be construed as requiring execution in the specific order described or illustrated unless specifically designated as the order of execution. Further, it should be understood that additional or alternative steps can be employed.

  When one element or layer and another element or layer are referred to as “on”, “coupled”, “connected”, or “combined”, Layers and other elements or layers may be linked, connected, or combined “directly” or “in the presence of intervening elements or layers”. Conversely, one element or layer and another element or layer are referred to as “directly on”, “directly connected”, “directly connected”, or “directly combined”. In some cases there may be no intervening elements or layers there. Other terms describing the relationship between multiple elements (eg, “between” and “directly between”, “adjacent” and “directly adjacent”, etc.) should be interpreted similarly. It is. As used herein, the term “and / or” includes any and all combinations of all of the associated listed elements.

  Herein, terms such as first, first, third, etc. may be used to describe various elements, parts, regions, layers, and / or sections, but these elements, parts, regions , Layers, and / or sections are not limited in these terms. These terms are simply used to distinguish one element, part, region, layer or section from another element, part, region, layer or section. Unless stated otherwise by context, "first", "second" and other numbers do not imply order or order when used. Accordingly, without departing from the teachings of the illustrated embodiment, the first element, first part, first region, first layer, and first section described herein may include the second element, the second part, the second part, It can also be described as a region, a second layer, and a second section.

  Spatial relative terms, for example, “inside”, “outside”, “under” “below” “lower”, “above”, “upper” etc. are illustrated in the drawings. It is used to simplify the description to describe the relationship of one element or feature to another element or feature. Spatial relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, when a device in the figure is flipped, an element or feature described as “below” or “below” another element or feature is directed “above” the other element or feature. . Thus, for example, the term “below” can encompass both “above” and “above”, the device may be oriented in other directions (90 degrees rotated, or other directions) ) And the spatial relative descriptive terms used herein may be construed accordingly.

  The above description of the embodiments has been given for the purposes of illustration and description. There is no intention to limit or exhaust the invention. Each individual component or feature of a particular embodiment is not limited to that particular embodiment. However, unless specifically shown and described, they are interchangeable where applicable and may be used in certain selected embodiments. They can also be modified in many ways. Those variations are not to be considered as derivatives from the invention, and all such variations are intended to be within the scope of the invention.

Other Embodiments The disclosure in this specification, the drawings, and the like is not limited to the illustrated embodiments. The disclosure encompasses the illustrated embodiments and variations by those skilled in the art based thereon. For example, the disclosure is not limited to the combinations of parts and / or elements shown in the embodiments. The disclosure can be implemented in various combinations. The disclosure may have additional parts that can be added to the embodiments. The disclosure includes those in which parts and / or elements of the embodiments are omitted. The disclosure encompasses the replacement or combination of parts and / or elements between one embodiment and another. The technical scope disclosed is not limited to the description of the embodiments. Some technical scope disclosed is shown by the description of the scope of claims, and should be understood to include all modifications within the meaning and scope equivalent to the description of the scope of claims.

  The disclosure in the specification and drawings is not limited by the description of the scope of claims. The disclosure in the specification and drawings includes the technical idea described in the claims, and further covers a wider variety of technical ideas than the technical idea described in the claims. Therefore, various technical ideas can be extracted from the disclosure of the specification, drawings, and the like without being restricted by the description of the scope of claims.

10 vehicle, own vehicle, other vehicle, 20 DSRC system,
24 GNSS receiver, 28 GPS receiver,
32 Inaccurate detection system,
36 GNSS, 40 GPS,
44 Stationary facilities,
48 1st determination part (average position standard deviation determination unit),
52 second determination unit (current speed position determination unit),
56 Inaccurate determination unit (inaccurate determination unit),
60 network (CAN), 64 controller.

Claims (20)

In a vehicle control system using a satellite positioning system,
A satellite positioning system receiver for receiving a satellite positioning signal indicating the current position of the vehicle;
A first determination unit for receiving a current position of the vehicle from the receiver and determining a standard deviation of the position of the vehicle;
An inaccurate determination unit for determining whether the standard deviation of the position is larger than a standard deviation threshold;
A satellite positioning-based vehicle control system comprising: a vehicle control device that adjusts a safety application of the vehicle or another vehicle when the standard deviation of the position is larger than the standard deviation threshold.   2. The satellite positioning according to claim 1, further comprising a second determination unit that receives a plurality of signals from a receiver of the satellite positioning system and a network in the vehicle and determines a current position of the vehicle and a current speed of the vehicle. Use vehicle control system.   A narrow-area communication system provided in the vehicle, in communication relation with the inaccuracy determination unit, and updating a basic safety message sent to the other vehicle when the standard deviation of the position is larger than the standard deviation threshold; The vehicle positioning utilization vehicle control system according to claim 1.   The satellite according to claim 3, wherein the narrow area communication system of the vehicle communicates with the narrow area communication system of the other vehicle to transmit a basic safety message having an updated position accuracy field. Positioning vehicle control system.   The system further comprises a narrow-area communication system that is provided in the vehicle and communicates with the inaccuracy determining unit and the control device of the vehicle to indicate when a standard deviation of the position is greater than a regional use threshold. Vehicle positioning-use vehicle control system described in 1.   6. The control device of claim 5, wherein the control device of the vehicle stops an application, decreases a confidence value, or activates a safety sensor if the standard deviation of the position is greater than the regional usage threshold. Control system for vehicles using satellite positioning. In a control method for a vehicle control system using a satellite positioning system,
Determining the standard deviation of the position of the vehicle by a first determining unit for determining a standard deviation of the position of the vehicle;
An inaccurate determination unit determines whether the standard deviation of the position is larger than a standard deviation threshold, and if the standard deviation of the position is larger than the standard deviation threshold, the vehicle control device automatically A control method for a satellite positioning based vehicle control system comprising adjusting a vehicle or other vehicle safety application.   Further, the second determination unit for determining the current speed and position of the vehicle further includes determining the current speed of the vehicle, the current latitude of the vehicle, the current longitude of the vehicle, and the current altitude of the vehicle. The vehicle control system for satellite positioning according to claim 7, wherein the current latitude, the current longitude, and the current altitude are determined based on a plurality of signals received from a receiver of the satellite positioning system. Control method.   9. The control method for a satellite positioning-based vehicle control system according to claim 8, further comprising determining the current speed of the vehicle based on a signal received from the vehicle network.   The method according to claim 8, further comprising: determining whether the vehicle is moving based on whether the current speed is greater than 0 by a determination unit that determines a current speed of the vehicle. Control method for vehicle control system using satellite positioning.   The control method for a vehicle control system for satellite positioning according to claim 7, further comprising: determining whether a previous speed of the vehicle is greater than 0 by a determination unit that determines a current speed of the vehicle. .   The control method for a vehicle control system for satellite positioning according to claim 11, further comprising: resetting the standard deviation of the position to 0 when the front speed of the vehicle is greater than 0 by the first determination unit. .   The satellite positioning according to claim 11, further comprising: determining, by the first determination unit, the updated standard deviation of the position using the current position when the previous speed is greater than zero. A control method for a vehicle control system.   The method according to claim 7, further comprising: determining whether the vehicle is in an urban environment by the first determination unit based on a driving distance or a driving time since the vehicle was last stopped. A control method of the vehicle control system for satellite positioning described in 1.   The control method for a satellite positioning-based vehicle control system according to claim 14, further comprising resetting the standard deviation of the position to 0 when the vehicle is in an urban environment by the first determination unit.   The control method for a vehicle control system for satellite positioning according to claim 7, further comprising determining an updated position accuracy field when a standard deviation of the position is larger than the standard deviation threshold by a narrow-area communication system. .   Further, the basic communication message including the current position of the vehicle, the current speed of the vehicle, and the updated position accuracy field is transmitted to the narrow-area communication system of another vehicle by the narrow-area communication system. The control method of the satellite positioning utilization vehicle control system according to claim 16.   18. The satellite positioning based vehicle control system according to claim 17, further comprising adjusting, by the other vehicle, utilization of the current position and the current speed of the vehicle based on the updated position accuracy field. Control method.   The control method for a satellite positioning-based vehicle control system according to claim 7, further comprising: determining whether the standard deviation of the position is greater than a regional use threshold by the vehicle control device.   20. The satellite positioning based vehicle according to claim 19, further comprising stopping an application, decreasing a confidence value, or activating a safety sensor if the standard deviation of the position is greater than the regional usage threshold. Control system control method.

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